Speaking of leaky manifolds has anyone had any experience with the PEEK intake manifold seals? Do they work that much better than brass ones, are they worth the money, etc,etc??
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Peter!
Yes, Yes,... and yes.
I pioneered the use of PEEK for this application a decade ago:
http://virtualindian.org/9techpeek.htm
Folks are cutting the material for themselves around the world, as often the manifold must be turned clean, and the seals custom-cut.
If you have an absolutely pristine manifold, you may be able to use mass-produced seals from http://www.enfieldracing.com/8.html
The material is expensive, but noble to the cause, and quite re-useable, as long as there were no blemishes upon the manifold to cause impressions.
Overheating a motor is much more expensive.
....CottenLast edited by T. Cotten; 06-14-2013, 10:38 AM.AMCA #776
Dumpster Diver's Motto: Seek,... and Ye Shall Find!
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Thanks Cotten,
It seems to be a very worth while product and as you correctly say 'Overheating a motor is much more expensive'.
When I get back to Australia I'll check out the condition of my manifold and take it from there.
If I remember correctly it and the carb are both in very good condition, but I haven't seen them since Sep last year and my memory bank isn't getting any younger.....
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DSCF1677.jpgHi Peter...I can highly recommend Tom's manifold seals. I have them on three bikes. One way I've delt with the carb flange and spigot, if it's not too bad a shape, is to go to a glass shop and get a square of quarter inch plate glass. Have them drill a
1 5/8 or 1 3/4 hole in the middle. Tape a piece of emery paper to the glass and cut the hole open with an exacto knife. then you can work the flange face on the emery paper.
Of course if the flange is too bad then you have to trim the spigot off...I have not had to dothat yet...Rod
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Had not had time to jump in on this... but a couple of thoughts...
The Intake Leak issue was very much the first thing that jumped to mind.
That said, someone above mentioned condensers. Nowadays on cars, it's the first thing we replace when we have running issues. They are cheap, but a &%^$# to diagnose. And a bad one can allow a car to idle, but die out and go flat under power. I used to think that a condenser either worked or not. No in-between. But this is not true. An engine can run with problematic condenser and exhibit the symptoms you describe.
We have an old saying in vintage cars "99 percent of fuel problems are the ignition." Most people go right to the carbs because they have knobs. And as men, we twiddle knobs knowingly while nodding to ourselves that "oh yes, that sounds better." The reality is that once a carb is set... short of dirt or restriction or 10K feet of altitude change... it's set forever. Adjust it right. Adjust it once. And leave it the heck alone! It does not just 'happen' to get out of adjustment. The ignition system, on the other hand, has to be kept clean, in time, gapped, etc. etc. etc. Before anyone twiddles carb knobs... check your spark from plug gaps to plug wires; from timers to condensers. More often than not, therein lies your problem.
That said... manifold leaks, etc. are also common on twins. And on car engines. And can be fairly easily diagnosed. But hopefully this will give everyone a bit of 'food for thought' next time they have a bad runner.
Cheers,
Sirhr
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That's very sound advice Sirhr. I'll be the first to admit that I've reached down and "twiddled" with the carb when I really had an ignition issue. Fuel or spark??? Usually spark if the carb was initially functioning properly... I absolutely agree!!!
Oh yeah, PEEK is good stuff!!!Cory Othen
Membership#10953
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Originally posted by Peter Cooke View PostJim,
What's the latest? Did the new gasket help or is there more to the problem?
Thanks for asking and reminding me to POST my results... sorry for the absence.Jim
AMCA #6520
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Whoa Jim! Now you tell us it has an incorrect carburettor? The mighty 80 cubic inch motor needs the 1 1/8" venturi, not the 1 1/16" one, and there is some evidence Harley polished the intake manifold and used a 9/64" fuel inlet instead of 1/8" on the 1935/6 eighties. And does the Indian carb have a slotted venturi while the Harley one uses a vented body? There is plenty of room for mix and match difficulties here.
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Originally posted by Steve Slocombe View PostWhoa Jim! Now you tell us it has an incorrect carburettor? The mighty 80 cubic inch motor needs the 1 1/8" venturi, not the 1 1/16" one, and there is some evidence Harley polished the intake manifold and used a 9/64" fuel inlet instead of 1/8" on the 1935/6 eighties. And does the Indian carb have a slotted venturi while the Harley one uses a vented body? There is plenty of room for mix and match difficulties here.
Yes, I have your VL Restoration book too, but not the newest version. Great stuff in it.
Isn't this fun?Jim
AMCA #6520
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Steve!
A long time ago, I overbored a UL to 80" that had absolutely no problem with a 1 1/16" venturi. It pulled like a tractor as fast as anyone should want to go.
Was I just lucky?
Can you suggest how the throat-venting of the nozzle could be a problem for the Harley?
There's got to be a reason for Indian's unusual nozzles.
Thanks in advance,
....CottenAMCA #776
Dumpster Diver's Motto: Seek,... and Ye Shall Find!
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Dear Cotten, I'm thinking mixing the vented Indian venturis with the Harley vented carburettor bodies, and of course putting the unvented Linkert venturis in the mostly unvented Indian carb bodies, would not help riders to get smooth running. We find the same problem with people using the good old M88 Linkert carb on the flathead Big Twins. The 15/16" slotted venturi and fixed jet for the 45 small twins will run on the larger capacity bikes, but switching to a larger unvented venturi and an adjustable main needle does not always work out better. I'm sure your 80 ran fine with a 1 1/16" venturi, with the 1 1/8" more for top speed and bragging. Harley advertised the 1936 VLH at 38 bhp, which is going some on a 5.8 to 1 compression flathead with stock cams. And Jim, yes this is fun, I'm breaking in a 1933 VLE and a 1936 VLH at the moment and having a blast.
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